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All sorts of truly horrible problems await the development of a parallel system. So you still want to declutch the supercharger when it is producing full boost eh ? and suffer a massive instantaneous drop in either flow, boost or both. Then what stops the turbo boost from causing the...

Bypassing the supercharger is certainly not going to reduce flow restriction, but it will certainly cause an instantaneous drop in boost pressure. Sounds like a great idea. Imagine you are accelerating hard in second gear with 18psi boost. Bypass the supercharger, and boost drops instantly to...

Not if the air from the turbo is sufficiently intercooled first.

There are two ways of looking at that. In one respect you are quite correct. If you take a 300 Hp supercharged engine and try to boost it with a turbo to get 1,200 Hp out of it, then everything after the turbo will be a giant restriction to the extra flow. There will need to be enormous boost...

Not much with the M112 unfortunately.

That sounds about right Nick. I usually work on 1.5 CFM/Hp, and 1,700 CFM works out to a flow of 48,138 litres of air per minute. An M112 has a displacement of 1.835 litres per revolution. So assuming it fills to 100% capacity per revolution, at 10,000 blower revs per minute that is 18,350...

Are you telling me that simply bolting a larger turbo onto a completely stock standard 2JZ will enable anyone to reach a thousand reliable horsepower, without any other modification? The fuel system alone is going to fall well short, plus it will require different than the original factory...

O/k let's assume 1,000 BHP at the wheels. That is around 1,176 Hp at the crank. Maybe 1,764 CFM of airflow going into the turbo, that is 2997, say 3,000 cubic metres of air per hour. Looking at the Eaton flow map for the M112, the supercharger may have a volumetric flow capacity of (guess ??)...

Yes Nick, in general terms, the turbo would probably see little or no real difference between being fitted onto a low boost supercharged four litre engine and a six litre normally aspirated engine. It just feels the increased engine capacity, and resultant increase in mass flow, and acts...

Agree totally on spending wisely. The fastest car I have ever owned was a fairly spartan and primitive mid engined Lotus Europa with a home built turbo 13B rotary. Low cost, and light weight combined with plenty of traction. Nothing I have driven since has been quite so much fun.

My current everyday road car is a very ordinary low boost turbo these days, but I know exactly what you mean about peaky oversized turbos being completely impractical, and I could not agree with you more. What I was hinting at, was that a monster turbo compressor fitted between your cold air...

Ha-ha Greybeard... You make some very valid points with which I cannot disagree, but let me add a few extra ideas of my own to it. Firstly, moving the throttle upstream of a supercharger has a several effects. Firstly, (hypothetically) without using an air bypass, the supercharger would be...

As long as the supercharger is adding to the boost pressure supplied by the turbo, it is not going to offer any restriction to flow. Put it this way, if the turbo is producing 12psi of boost, and there is 13psi of boost pressure coming out of the supercharger, it may not be adding very much...

http://static.howstuffworks.com/gif/super-charger-13.jpg I doubt if it would be possible to do. The screw blower is vastly superior to anything else, and it's only disadvantage is a pretty minor one at that. I just thought I would mention it as part of the roots versus screw discussion. If...

O/k, now imagine you have a roots blower, and you completely removed the outer casing, so the two rotors are just spinning around completely open in the air. Almost no power is required to turn those rotors. Opening up an direct air path between blower discharge, and blower intake effectively...

Attempting to belt drive both a positive displacement supercharger and a centrifugal supercharger together off the crank would be a much bigger engineering challenge in the space usually available in a modern car than I would wish to tackle. The other reason is controlling the final boost...

I certainly agree that an Opcon is a wonderful supercharger and would make an excellent choice for a road car. It has only two slight disadvantages, initial cost, and the internal compression that is so desirable for supercharger performance, is definitely detrimental to fuel economy. Why ? The...

The answer to your question is tied up with volumetric efficiency and all the combined pressure drops distributed around the induction and exhaust systems. We all know that volumetric efficiency peaks at the torque peak, and above that, engine torque always falls off at an ever increasing rate...

Hey you guys, why even bother building your own V12 by trying to use super glue and a pair of tired old six bangers ??? Toyota have already done all the work with the 1GZ-FE. Twelve pistons, all aluminium, five litres, DOHC four valves per cylinder and it is an off the shelf Japanese...

Hi guys, Cribbj has just e-mailed me and invited me to join in this thread. As I am an old former member here I did not need to register, just log in again. Two things, the supercharger can never be restricting flow if the discharge pressure is higher than the intake pressure. That is a basic...